Regulator for atmospheric car-brakes.



No. 658,256. Patented sept.` la, |900.

J. GEoRGnFF. REGULATOR FR ATMOSPHERIC CAR BRAKES.

(Application tiled Max'. 29, 1900.)

2 Sheets-Sheet I.

(N0 Model.)

lzze St.

Nn. 658,256. Patented sept. sa, |900.

, .1. GEoRGoFF.

REGULATOR FUR ATMOSPHERIC GAB B-RAKES.

(Application Bled Mar. 29, 1900.)

(No Model.) {Sheets-Sheet 2.

Mali.

THE Nonms PETERS no.. Puacmruo.. wAsMmGron. n. c.

tion.

UNITED YSTATES PATENT Orman,

IJORDAN GEORGOEF, OF SAT. PETERSBURG, RUS SIA.

REGULATOR FOR ATMOSPHERIC CAR-BRAKES.

SPECIFICATION forming part of Letters PatentNo. 658,256, dated September 18, 1900.

Application filed March 29,1900. Serial No. 10,697. (No model.) y

To all whom it may concern:

Be it known that l, JORDAN GEORGOFF, `a subject of the Emperor of Russia, residing at Krukoff Canal No. 7 2, St. Petersburg, Russia, have invented certain new and useful Improveniente in Regulators for Atmospheric Car-Brakes, of which the following is a full, exact, and clear description.

This invention relates to means for regulating the maximum pressure that shall be exerted on the brake-piston of car-brakes by the air from the auxiliary reservoir. 1

The object of my invention is to provide a device on each car, either freight or passenger, that may be set or adj usted by the brakeman so that either the full eective force of the air in the auxiliary cylinder will act on the brake-piston, as usual, or a certain less pressure of air only will be exerted, as is desirable when some of the cars composing the train are empty or only partly lled.

My invention consists, broadly, in having in the passages from the three-way valve to the brake cylinder a Valve, preferably' a check-valve, that can be acted upon by a pair of differential pistons, so that upon acertain maximum pressure being attained inA the brake-cylinder this valve will operate andrestrict or close the passage to the brake-cylinder, preventing any greater braking force Ifrom being exerted, or the said valve may bc secured iu an open position.

My invention consists, further, in such other details of construction and arrangement separately or in combination as will be hereinafter described, and pointed out'in the claims.

In the accompanying drawings, Figure l shows the lower portion of a car-body with the usual automatic air-brake apparatus in plan, my new attachment being shown in sec- Fig. 2gis aplan view of the same. Fig. 3 is a vertical section of my new regulating device on the line A B of Fig. 4, Fig. 4 is a section on theline GD of-Fig. 3.

In the several views, which show an apparatus embodyingmy invention, F represents the main air-pipe, and V the three-way valve employedk in the Westinghouse air-brake system, H, the auxiliary air-pressure cylinder, and S the brake-cylinder, all of which operart. Interposed between the three-way valve and the said cylinders is my improved regulating device R. A suitable housing is connected between the three-way valve`and the auxiliary cylinder, which housing has a passage-way b vc leading from the i said valve into the auxiliary cylinder. This passage- Way is curved, as shown in Fig. 4. The housing has another passage-Way a d leading fromthe said three-way valve to the pipe Z, that communicates with the brake-cylinder. In this latter passage-way is arranged a suitable check-valve la, controlled, as usual, by a spiral spring m, which valve will act when closed to prevent the air from passing into the brake-cylinder from the three-way valve, Abut which will open and allow the air to pass out of the brake-cylinder when the pressure is relieved in the usual manner by the operation of the three-way valve. If desired, this check-valve c may have a supplementary check valve k', having a spiral spring m' in it to more quickly act to relieve the pressure in the brake-cylinder. lower part of the housing is connected-a pair of concentric communicating cylinders of dierent diameters, as shown in Fig. 3. These cylinders contain pistons o 02, that are both secured to a common piston-rod o. Be-

tween the upper pistou and the larger checkvalve is interposedla rod h, sliding freely in a vertical aperture in the casing that when the pistons are in the upper position serves to retain the check-valve open, but when the pistons are in the lower position allows the check-valve to be seated and close the pas-` sage-way in the brake-cylinder.

The extremity of the piston-rod o is in engagement with an eccentric or crank-pinM, mounted on a shaft M. When the crank-pin is in the position as shown inFig. 3, the pis-V To the lower position the pistonsandtheir connected parts are left free to operate. The upper part of the larger cylinder communicates with the passage -Way CZ through a passage-way n; While the space between the two pistons is in communication with the passage-way b c IOO by means of a passage-way g, the space below the piston o2 communicates with the atmosphere.

The shaft M can be turned from the one position to the other by means of rod L, eX-

Lending from one side of the car to the other and provided with crank-arms P, that slide in sectors U on each side of the car, as shown in Figs. l and 2. These sectors are provided with suitable inscriptions-as, for example, empty and loaded-to indicate which position to turn the crank-arm in order to free the check-Valve or to secure it in the open position.

The operation of my device is as follows: When the car is loaded and it is desired to have the air-pressure in vthe brake-cylinder act with full force, as usual, the crank P'is turned to the position marked loaded,'wlien the eccentric, the piston-rod, and the rod lt will rise and retain the check-valve in the open position, as shown in Fig. 3; but when the car is empty or only partly lled the said crank is turned to the position marked empty, which will place the eccentric in the lower position, thus leaving the several parts free to act. `Now while there is a pressure of air in the passage-way b c from the auxiliary cylinder, but no pressure inthe passage-way d, leadingto the brake-cylinder, there will be a pressure exerted in the space s, between the two pistons, through the passage-way g; but no pressure will beexerted through the passage-way fn on the upper surface of the larger piston. Consequentlythe piston will be forced upwardly and retained in this upper position, thusY securing the check-valve 7c in the open positiong-but when the th ree-way valveoperates-'to opencommunication from the auxiliary cylinder through the passage-way b cinto the passage-way@ and a certain pressure is exerted-1 on-the` upper part of the larger piston through the passage-way n the pistons. will` be forced downwardly and allow the check-valve to seat itself. Upon this pressure in the passage-way albeing relieved by the three-wayfvalveV the check-Valve 7c and' .also its supplementary valve k' will rise, and thus reducethepressure in the brake-cylinder. Thepressure of air through the passage-way 'n being thus-relieved, while that through the passage-way g being at the same timeincreased, thepistons will again rise and will retain thel check-valve in the open position.

The amount by which thebrakingforceof the air in brake-cylinder is restricted or reduced depends upon the differencebetween the area of the twopistons. The less the/difference in the said areas the greater will be the reduction of the braking force exerted' on the car-wheels.

Having thus fully described' my invention, what I claim as new, and desire tosecure-by LettersV Patent, is-

l. The combination in a car-brake, with means for communication between the three- :way valve and the auxiliary reservoir, and

means for communication between the said three-way valveiand the brake-cylinder, of a checkvalve located in the said means of communication between the three-way valve and the brake-cylinder and arranged so that when closed it will prevent air from passing to the brake-cylinder, a check-valve mounted on said check-valve and also acting to close the passage of air into the brake-cylinder, and means for controlling said former check-valve by a predetermined difference of pressure between the air in thetwo said communicatring means.

3. The combinationina car-brake, with meansfor communication between the threeway valve 'and' the auxiliaryreservoir, and means'forl communication between the said three-way valveand thebrake-cyl'inder, of means4 for restricting the said' means of communication between the three-way valve and the brake-cylinder, a pair of concentric com municatingcylindersof different' diameters, a piston workingl ini each of` said cylinders, a common piston-rod vattached to said piston, means of communication between the space between the said` pistons andrthe said means of communication with the auxiliary reservoir, means of communication between the other endrof'the larger cylinder and the said means of communicationwithl the brake-cylinder, and means'for causing said piston-rod to operatesaid restricting means.

4. The combination in a car-brake, with meansfor communication between the threeway Valve and` the` auxiliary reservoir, and means for 'communication between the said thl'ee-wayvalveand the brake-cylinder, of means for restricting the said means ofcommunication betweenithe three-way valve and the brake-cylinder, a pair ofcylinders offdifferent diameters, a piston working in each of saidcylinders, a commonpiston-rod attached IOO IOS

IIO

tosaid pistons, means of communication becommunicating the space between the said pistons With said other separate passage-way, t5

and an eccentric bearing on the extremity of said piston-rod for causing the said rod to retain said check-valve in the open position.

In testimony that I claim the foregoing as my invention I have signed my name in pres- 2d ence of two subscribing witnesses.

JORDAN enoiaeroirn Witnesses:

M. BREITFUss, W. STEINMYER.. 

